JP4784637B2 - Engine automatic stop start device - Google Patents

Description

  The present invention relates to an automatic engine stop / start device that automatically stops an engine of a vehicle under a predetermined stop condition and then automatically starts the engine under a predetermined start condition.

  Conventionally, when an automobile stops at an intersection or the like while traveling in an urban area, the engine is automatically stopped under a predetermined stop condition, and then the engine is restarted under a predetermined start condition to save fuel or exhaust Automatic stop-start devices that improve emissions are known.

  In such a device, the engine is automatically stopped and automatically started based on a signal reflecting the operation state of drivers such as an accelerator, a brake, a clutch, and a winker. Further, the engine is automatically stopped and automatically started based on signals reflecting vehicle conditions such as the degree of charge of the battery and the water temperature of the engine cooling water.

  When the automatic stop is performed, the engine is immediately stopped if the state in which the stop condition is satisfied continues for a predetermined time, and when the stop condition is satisfied in this way, the engine is always stopped at the same timing. When the engine is stopped, a situation that does not meet the driver's intention may occur. For example, when going out from a narrow alley to a wide road, it is often the case that the safety of the surroundings is confirmed while stopping at a low speed after stopping once. If the engine stops each time the vehicle stops in this situation, the driver must return the brake pedal that was depressed to satisfy the restart condition, and then the engine restarts. It is not preferable in terms of driving feeling. Also, not only in a limited situation such as going out of such a narrow alley to a wide road, but also when driving on a normal road, depending on the traffic situation and the road situation, etc. There are situations where it is impossible to proceed while repeating the above.

  As a countermeasure against such a problem, for example, in Japanese Utility Model Laid-Open No. 59-142437, automatic restart is prohibited until the vehicle speed exceeds a predetermined value after restarting the engine. However, if it does in this way, engine stop may not be performed even if it stops for a long time, and the original engine automatic stop function cannot be used effectively. In other words, even if the vehicle speed does not exceed a predetermined value, there is a situation where the vehicle restarts within a relatively short time after stopping, as described above. There is also a situation. Therefore, if the “automatic engine stop function itself is prohibited” without distinguishing them, as described above, the engine automatic stop function cannot be used effectively.

  SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to solve such a problem and to more appropriately control the automatic stop and start of the engine.

In order to achieve the above object, the automatic stop and start device for an engine according to claim 1 automatically stops the engine after a predetermined waiting time when a predetermined stop condition is satisfied, and after the automatic stop of the engine, When a predetermined start condition is satisfied, the starter can be energized to automatically start the vehicle engine. However, when automatically stopping, the waiting time setting means changes the waiting time until the engine stops automatically. Set
In addition, the engine is not automatically stopped when the time during which the predetermined stop condition is satisfied is less than the wait time set by the wait time setting means .

  In the conventional automatic stop control, there is no viewpoint of “changing the waiting time”, and the engine is always stopped with the same waiting time when the stop condition is satisfied. On the other hand, in the present invention, the concept of “change in waiting time” until the engine is stopped after the condition is satisfied is newly introduced. Then, the waiting time setting means performs the change setting as follows. That is, based on the running situation after the automatic start of the engine detected by the running situation detecting means, the possibility that the vehicle will restart in a short time after the automatic stop is estimated. Is set longer. The waiting time may be calculated using a predetermined calculation formula, or a correspondence relationship between a preset traveling situation and the waiting time is stored in, for example, a map format, and based on the stored correspondence relationship. You may make it get waiting time.

  In addition, as the “running situation” detected by the running situation detection unit, the average vehicle speed and the stop rate are used as the “running situation” detected by the running situation detection unit. And, as shown in claim 2, it can be estimated that the lower the average vehicle speed and the lower the stopping rate, the higher the possibility that the vehicle will restart in a short time. This is based on the fact that the following analysis can be performed roughly by focusing on the average vehicle speed and the stopping rate when considering three types of driving conditions, for example, city driving, traffic jam driving, and suburban / high speed driving. .

  That is, when the vehicle travels in urban areas repeatedly at a low speed and stops, the average vehicle speed is low, but the stopping rate is low. Therefore, it can be estimated that even if the vehicle stops, there is a high possibility that the vehicle will restart for a short time. Also, in the case of traffic jams, the average vehicle speed is naturally relatively low, but the stopping rate is high. Therefore, the possibility of short-term recurrence is lower than in the case of. In the case of suburban / high-speed driving, the average vehicle speed is high although the stopping rate is low. Thus, by comprehensively judging from the two points of the average vehicle speed and the stopping rate, it is possible to accurately estimate the possibility of restarting in a short time.

  In this case as well, the waiting time may be calculated using a predetermined calculation formula, or the correspondence may be set in advance by employing the technical means of claim 4. That is, a map that defines the waiting time based on two parameters, the average vehicle speed and the stopping rate, may be prepared.

  When estimating from the viewpoint of the average vehicle speed and the stopping rate in this way, it is necessary to pay attention to the influence of time. In other words, when it is based on the average vehicle speed and the stopping rate in a short period, there is a possibility that the behavior of the vehicle that is originally required may not be reflected. For example, there is a case where the vehicle does not stop for a short period of time, in which case the stop rate becomes 0%. Therefore, it is preferable to use data obtained over a relatively long period in order to make an accurate estimation. Therefore, as shown in claim 3, during a predetermined period in which the elapsed time after the automatic start is relatively short, the possibility of re-starting for a short time is estimated based on the average vehicle speed detected as the traveling state, and the predetermined time After the elapse of time, the possibility of re-starting for a short time may be estimated based on the average vehicle speed detected as the traveling state and the stop rate.

  Note that this can also be realized by using the maximum value of the vehicle speed instead of the average vehicle speed within a predetermined period of time after the automatic start is relatively short.

  Embodiments to which the present invention is applied will be described below with reference to the drawings. Needless to say, the embodiments of the present invention are not limited to the following examples, and can take various forms as long as they belong to the technical scope of the present invention.

  FIG. 1 is a block diagram showing an electrical configuration of an automatic engine stop / start device 1 according to this embodiment. The automatic stop / start apparatus 1 is mainly composed of an electronic control unit (hereinafter simply referred to as an ECU) 10 for executing engine idle stop control. Although not shown, the ECU 10 includes a CPU for controlling various devices, a ROM in which various numerical values and programs are written in advance, a RAM in which numerical values and flags of calculation processes are written in a predetermined area, and an analog input signal converted into a digital signal. An A / D converter, an input / output interface (I / O) to which various digital signals are input and various digital signals are output, a timer, and a bus line to which these devices are connected, respectively. The processing shown in the flowchart described below is executed based on a control program written in advance in the ROM.

  As shown in FIG. 1, the ECU 10 has an engine speed sensor 21 that detects an engine speed (Ne) and a pressure of an intake pipe that is connected to each cylinder of the engine and is provided for taking in air. An intake pipe pressure sensor 22 to detect, a vehicle speed sensor 23 to detect the traveling speed (vehicle speed V) of the vehicle, an accelerator opening sensor 24 to detect the depression amount of the accelerator pedal, and a depression amount of the brake pedal are detected. The brake stroke sensor 25 is connected to the ECU 10, and output signals from these sensors are input to the ECU 10.

  The ECU 10 performs arithmetic processing according to a predetermined control program based on information from these sensors and the like, and via a drive circuit (not shown), a starter drive signal for the starter 31, an ignition cut for the igniter 32, and An ignition signal, a fuel cut for the fuel injection valve 33, and a fuel injection signal are output.

  Next, processing related to the automatic stop and automatic start of the engine executed by the ECU 10 of the engine automatic stop / start apparatus 1 configured as described above will be described based on the flowcharts of FIGS. In step (hereinafter abbreviated as S) 10 in FIG. 2, it is determined whether or not the current state is after engine restart. If it is after restart (S10: YES), the vehicle speed V is detected based on the output signal from the vehicle speed sensor 23 (S20), and in the subsequent S30, the vehicle speed V is subjected to data processing to calculate the parameter X. As the parameter X, an average value or maximum value of the vehicle speed V after restart, an integrated value, or the like can be considered. The integrated value of the vehicle speed V is the travel distance.

  In subsequent S40, a waiting time Y until the engine is automatically stopped is set based on the parameter X calculated in S30. The waiting time Y is set to be longer as the parameter X is smaller. In this setting, a predetermined calculation formula for calculating the waiting time may be used, or a map indicating a correspondence relationship between the preset parameter X and the waiting time Y may be used.

  As described above, after the engine is restarted, the waiting time Y is set using the parameter X = f (V), which is a vehicle speed-related physical quantity indicating the travel condition after the restart. If it is not after the start (S10: NO), the process proceeds to S50, and the default value Y0 is set as the waiting time Y. This default value Y0 is equal to the minimum value of the waiting time Y that can be set in S40.

  Thus, after the waiting time Y is set in S40 or S50, the process proceeds to S60, the timer T is set to 0, and then the process proceeds to S70. In S70, it is determined whether or not an automatic engine stop condition is satisfied. As this stop condition, for example, a condition that the vehicle speed is 0 and the brake stroke is greater than 15% may be adopted. Of course, other conditions may be added.

  If the engine automatic stop condition is not satisfied (S70: NO), the present process is terminated. On the other hand, when the engine automatic stop condition is satisfied (S70: YES), the timer T is incremented (S80), and it is determined whether or not the value T is equal to or longer than the waiting time Y (S90). If timer value T <waiting time Y (S90: NO), the process returns to S70 and repeats the processes of S70 and S80. If timer value T ≧ waiting time Y is satisfied (S90: YES), the engine is turned on. Stop (S100). This engine stop is performed by stopping the injection control. That is, the engine is automatically stopped by a fuel cut signal or an ignition cut signal.

  When the engine is in the stopped state in this way, it is determined whether or not the engine automatic start condition is satisfied (S110). For example, it may be determined that the start condition is satisfied when the brake stroke is less than 5%. Of course, other conditions may be added. If the start condition is satisfied (S110: YES), the process proceeds to S120 and the engine is started.

  The engine start process in S120 will be further described with reference to the flowchart of FIG. As shown in FIG. 3, in S121, a starter drive signal is output for cranking, and in subsequent S122, a fuel injection signal and an ignition signal are output to perform fuel injection and ignition control. Then, the engine speed Ne is detected (S123), and it is determined whether or not the engine speed Ne exceeds 600 rpm (S124). Until the engine speed exceeds 600 rpm (S124: NO), the processing of S121 to S123 is executed. When the engine speed exceeds 600 rpm (S124: YES), the process proceeds to S125 and the cranking is stopped. As a result, the engine is in a driving state, and the vehicle can be re-started.

  In the present embodiment, the ECU 10 that performs the process of calculating the parameter X shown in S30 of FIG. 2 based on the vehicle speed sensor 23 and the signal from the vehicle speed sensor 23 corresponds to the “running state detection means”. The ECU 10 corresponds to “waiting time setting means”, and the process of setting the waiting time Y shown in S40 of FIG. 2 corresponds to the execution of the process as “waiting time setting means”.

  As described above, according to the engine automatic stop / start device 1 of this embodiment, when the stop condition is satisfied, the engine is automatically stopped after the waiting time Y elapses. However, the waiting time Y can be changed and set. it can. In the conventional automatic stop control, there is no viewpoint of “change in waiting time”, and when the stop condition is satisfied, the engine is always stopped at the same timing, but in this embodiment, the engine is stopped. The concept of “changing waiting time” was newly introduced.

  The waiting time Y is set so as to increase as the parameter X, which is a physical quantity related to the vehicle speed after the engine is automatically started (after restart), is decreased. The parameter X is an average value, a maximum value, an integral value, or the like of the vehicle speed V. If the parameter X is small, it is considered that there is a high possibility that the vehicle will restart in a short time after the automatic stop. In the case of going out to a wide road from a narrow alley as described in the explanation of the problem of the prior art, after stopping once, it proceeds while repeating a slow forward and a stop. In this case, since the vehicle speed during the slow speed advance is naturally small, it is considered that the possibility of re-starting in a short time can be estimated with a certain degree of accuracy by paying attention to the average vehicle speed. In addition, since the maximum value of the vehicle speed is naturally reduced in the case of the slow speed advance, attention is given to such a maximum value, and it is considered that the smaller the maximum value is, the higher the possibility of re-starting in a short time. Furthermore, it is possible to pay attention to the integrated value of the vehicle speed, that is, the travel distance. Generally, it is rare that the vehicle travels at a relatively slow distance at a slow speed. It is estimated that Therefore, based on such an integrated value of the vehicle speed, it is considered that the smaller the value, the higher the possibility that the vehicle will restart in a short time.

  Therefore, if the vehicle travels while repeating slow speed advance and stop after stopping once, such as when trying to get out of a narrow alley as described above, it is a parameter that reflects the driving situation after restart. From X, it can be estimated that there is a high possibility that the vehicle will restart for a short time, and the waiting time Y is set to be long, so that it is possible to prevent the inconvenience that the engine stops against the driver's intention. On the other hand, when the parameter X is large, the waiting time Y is set short because the possibility of short-term restart is low. For example, if the waiting time is set to 0, immediately after the condition is satisfied, as in the conventional case. The engine can be stopped. The conventional technique disclosed in Japanese Utility Model Publication No. 59-142437 has a problem that the engine may not be stopped even though the vehicle is stopped for a long time. In this embodiment, the automatic stop control itself is performed. Instead of prohibiting it, just “change wait time”. Therefore, the situation that “the engine is not stopped” does not occur, and the original automatic engine stop function can be used effectively.

[Second Embodiment]
In the first embodiment, the vehicle speed related physical quantity f (V) is adopted as the parameter X, but in the second embodiment, the physical quantity f (Ne) related to the engine speed Ne is adopted. The processing relating to the automatic stop and automatic start of the engine in this case will be described based on the flowchart of FIG.

  FIG. 4 shows only a part of the processing, and the content of S20 to S40 is replaced with S220 to S240 in the flowchart of FIG. 2 described in the first embodiment. Therefore, since the processes of S10 and 50 to S120 in FIG. 2 are the same in the second embodiment, illustration and description are omitted, and only the processes of S220 to S240 will be described.

  In S220 to which the process proceeds after restart (S10: YES), the engine speed Ne is detected based on the output signal from the engine speed sensor 21 (see FIG. 1), and in S230, the engine speed is detected. The parameter X is calculated by data processing of Ne. As this parameter X, an average value of the engine speed Ne after restart can be considered.

  In subsequent S240, a waiting time Y until the engine is automatically stopped is set based on the parameter X calculated in S30. The waiting time Y is set to be longer as the parameter X is smaller. In this setting, a predetermined calculation formula for calculating the waiting time may be used, or a map indicating a correspondence relationship between the preset parameter X and the waiting time Y may be used.

  Thus, after the waiting time Y is set in S240, the process proceeds to S60. The description of the processing after S60 will not be repeated. The parameter X calculated in S230 is a physical quantity related to the engine speed Ne. The engine speed Ne is not proportional to the vehicle speed V, and increases to an appropriate speed Ne immediately after the engine is started or when the vehicle starts. Therefore, in the case of the vehicle speed related physical quantity of the first embodiment, the maximum value of the vehicle speed V may be adopted as the parameter X. Similarly, it is not appropriate to pay attention to the maximum value of the engine speed Ne. is not. However, in the state where the vehicle is traveling instead of the transitional state, the engine speed Ne is relatively smaller when the vehicle speed V is lower than when the vehicle speed V is high. Therefore, if attention is paid to the average value, it is possible to distinguish the above-mentioned slow speed advancement. Therefore, in the case of the second embodiment, only the average value of the engine speed Ne is employed. However, it may be other than the average value as long as the parameter X calculated based on the engine speed Ne reflects the possibility of a quick restart.

[Third embodiment]
In the first embodiment, the vehicle speed-related physical quantity f (V) is adopted as the parameter X in the second embodiment, and in the second embodiment, the engine speed-related physical quantity f (Ne) is adopted as the parameter X. On the other hand, in the third embodiment, two parameters are used. A process related to the automatic stop and automatic start of the engine in this case will be described based on the flowchart of FIG.

  FIG. 5 shows only a part of the processing. In the flowchart of FIG. 2 described in the first embodiment, the processing of S20 to S40 is replaced with S320 to S340. Therefore, since the processes of S10 and 50 to S120 in FIG. 2 are the same in the second embodiment, illustration and description are omitted, and only the processes of S320 to S340 are described.

  In S320, where the process is after the restart (S10: YES), the vehicle speed V is detected based on the output signal from the vehicle speed sensor 23 (see FIG. 1), and in the subsequent S330, the latest S Calculate the average vehicle speed per minute and the stopping rate. The stop rate is the ratio of the time during which the vehicle speed V = 0 in the S minutes.

  In the subsequent S340, the waiting time Y until the engine is automatically stopped is set based on the two parameters of the average vehicle speed and the stopping rate calculated in S30. In setting the waiting time Y, a map as shown in FIG. 6B is used. Before describing the contents of this map, the relationship between the average vehicle speed / stop rate and the vehicle running state will be described with reference to FIG.

  For example, consider three types of vehicle driving conditions: urban driving, traffic jam driving, and suburban / high-speed driving. In this case, the following analysis can be roughly performed by paying attention to the average vehicle speed and the stopping rate. That is, when the vehicle travels in urban areas repeatedly at a low speed and stops, the average vehicle speed is low, but the stopping rate is low. Therefore, it can be estimated that even if the vehicle stops, there is a high possibility that the vehicle will restart for a short time. Also, in the case of traffic jams, the average vehicle speed is naturally relatively low, but the stopping rate is high. Therefore, the possibility of short-term recurrence is lower than in the case of. In the case of suburban / high-speed driving, the average vehicle speed is high although the stopping rate is low. From such considerations, it can be estimated that the lower the average vehicle speed and the lower the stopping rate, the higher the possibility of a quick restart.

  Therefore, as shown in FIG. 6B, the waiting time Y is set longer as the average vehicle speed is lower and the stopping rate is lower. In FIG. 6B, three stages of 10 seconds, 5 seconds, and 2 seconds are set. In S340 of FIG. 5, the waiting time Y is set from the average vehicle speed and the stop rate, which are two parameters, using the map of FIG. 6B. Note that the waiting time Y can be calculated using a predetermined calculation formula instead of the map.

  Thus, after the waiting time Y is set in S340, the process proceeds to S60. Since the processing after S60 has already been described with reference to FIG. 2, it will not be repeated here. Thus, by comprehensively judging from the two points of the average vehicle speed and the stopping rate, it is possible to accurately estimate the possibility of restarting in a short time.

[Fourth embodiment]
When estimating from the viewpoint of the average vehicle speed and the stopping rate as in the third embodiment, it is necessary to pay attention to the influence of time. In other words, when it is based on the average vehicle speed and the stopping rate in a short period, there is a possibility that the behavior of the vehicle that is originally required may not be reflected. For example, there is a case where the vehicle does not stop for a short period of time, in which case the stop rate becomes 0%. Therefore, it is preferable to use data obtained over a relatively long period in order to make an accurate estimation. As shown in S330 of FIG. 5, in the third embodiment, the latest S minute is used, but this S minute indicates a relatively long period. In other words, when the average vehicle speed and the stopping rate can be acquired only in a period less than S minutes, the method for setting the waiting time Y as in the third embodiment is not necessarily preferable.

  Therefore, in the fourth embodiment, the waiting time Y is set based on the vehicle speed related physical quantity during a predetermined period in which the elapsed time after the automatic start is relatively short, and after the predetermined time elapses, the average vehicle speed and the stopping rate are set. Based on this, the waiting time Y is set. Here, the following two embodiments A and B will be described.

  First, the processing relating to the automatic stop and automatic start of the engine in the embodiment A will be described based on the flowchart of FIG. FIG. 7 shows only a part of the processing. In the flowchart of FIG. 2 described in the first embodiment, the processing of S20 to S40 is replaced with S420, S430, S435, S440, and S445. It has become. Therefore, since the processes of S10 and 50 to S120 in FIG. 2 are the same in the embodiment A, the illustration and description are omitted, and only the processes of S420 to S445 will be described.

  In S420 to which the process proceeds after the restart (S10: YES), the vehicle speed V is detected based on the output signal from the vehicle speed sensor 23 (see FIG. 1), and in the subsequent S430, based on the vehicle speed V, the latest S Calculate the average vehicle speed per minute and the stopping rate. In addition, when data for the latest S minutes cannot be calculated, only the data that can be calculated is calculated.

  In subsequent S435, it is determined whether it is within a predetermined period after restart. This predetermined period is set based on the S minute in S430. In other words, if it is possible to calculate the data for S minutes, it is better to move to the processing of S440 described later. Therefore, the “predetermined period” is set so that it can be determined whether the data for S minutes can be calculated. Yes.

  If it is within the predetermined period after restart (S435: YES), the process proceeds to S445, and the waiting time is set based on the average vehicle speed calculated in S445. On the other hand, if the predetermined period after the restart has elapsed (S435: NO), the process proceeds to S440, and the waiting time Y until the engine is automatically stopped based on the two parameters of the average vehicle speed and the stopping rate calculated in S430. Set. The processing in S440 is the same as that in the case of the third embodiment shown in S340 of FIG.

  Thus, after the waiting time Y is set in S440 or S445, the process proceeds to S60. Since the processing after S60 has already been described with reference to FIG. 2, it will not be repeated here. Next, processing relating to automatic stop and automatic start of the engine in the embodiment B will be described based on the flowchart of FIG.

  FIG. 8 shows only a part of the processing. In the flowchart of FIG. 2 described in the first embodiment, the processing of S20 to S40 is replaced with S520, S530, S535, S537, S540, and S545. It is a content. Therefore, since the processes of S10 and 50 to S120 in FIG. 2 are the same in this embodiment B, the illustration and description are omitted, and only the processes of S520 to S545 are described.

  In S520 to which the process proceeds after the restart (S10: YES), the vehicle speed V is detected based on the output signal from the vehicle speed sensor 23 (see FIG. 1), and in the subsequent S530, is it within a predetermined period after the restart? Judge whether. This predetermined period is the same as in the above-described embodiment A. If it is within the predetermined period after restart (S530: YES), the process proceeds to S537, and the vehicle speed V detected in S520 is data-processed to calculate the parameter X. In subsequent S545, a waiting time Y until the engine is automatically stopped is set based on the parameter X calculated in S537. The method for calculating the parameter X in S537 and the method for setting the waiting time Y in S545 are the same as those in the first embodiment shown in S30 and S40 of FIG.

  On the other hand, if it is not within the predetermined period after restart (S530: NO), the process proceeds to S535, and based on the vehicle speed V detected in S520, the average vehicle speed and the stopping rate for the latest S minutes are calculated. In this case, unlike the case of the above-described embodiment A, data for the latest S minutes can always be calculated. Then, the process proceeds to S540, and the waiting time Y until the engine is automatically stopped is set based on the two parameters of the average vehicle speed and the stopping rate calculated in S535. The process in S540 is the same as that in the third embodiment shown in S340 of FIG.

  As described above, after the waiting time Y is set in S540 or S545, the process proceeds to S60. Since the processing after S60 has already been described with reference to FIG. 2, it will not be repeated here. In these Embodiments A and B, when the average vehicle speed and the stopping rate for the latest S minutes can be calculated, the possibility of a short-time restart as described in the third embodiment is based on these two parameters. Can be accurately estimated, and an appropriate waiting time Y can be set. On the other hand, if only the average vehicle speed and the stopping rate for S minutes can be calculated, the waiting time Y is set based on the vehicle speed related physical quantity as described in the first embodiment. Thus, an appropriate waiting time Y can be set over the entire period.

  In the case of this embodiment A, since the average vehicle speed is used as a parameter in S445, there is an advantage that the value calculated in S430 can be used as it is. On the other hand, in the case of the embodiment B, it is necessary to separately calculate the vehicle speed related physical quantity f (V) in S537. Thus, not only the average vehicle speed but also the maximum value or integral value of the vehicle speed is used as the parameter X. There is an advantage that you can.

  [Others] (1) In the first, third, and fourth embodiments, when the vehicle speed related physical quantity f (V) is the parameter X, the average value, the maximum value, or the integral value of the vehicle speed V is independent. However, two or all three of them may be used. If the average value and the maximum value of the vehicle speed V are small and the travel distance, which is an integral value, is also short, the possibility that the vehicle is moving forward at a very low speed becomes extremely high. Since these are all physical quantities related to the vehicle speed, they can be obtained based on detection data from the same vehicle speed sensor 23.

  (2) In the third and fourth embodiments, a map as shown in FIG. 6B is used when setting the waiting time Y based on the two parameters of the average vehicle speed and the stopping rate. In this map, the waiting time Y has three stages of 10 seconds, 5 seconds, and 2 seconds, but it may be two stages or four stages or more. Further, the specific numerical value as the waiting time Y is merely an example, and other seconds may be set.

It is a block diagram which shows schematic structure of the automatic stop start apparatus of the engine of an Example. It is a flowchart which shows the process concerning the engine automatic stop and start of 1st Example. It is a flowchart which shows the process routine concerning the engine starting in the process of FIG. It is a flowchart which shows a part of process concerning the engine automatic stop and start of 2nd Example. It is a flowchart which shows a part of process concerning the engine automatic stop and start of 3rd Example. It is a situation explanatory drawing used as a premise of the map used in the engine automatic stop and start processing of the 3rd example, and the map setting concerned. It is a flowchart which shows a part of process concerning the engine automatic stop and start of 4th Example and Embodiment A. It is a flowchart which shows a part of process concerning the engine automatic stop and start of 4th Example and Embodiment B.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Engine automatic stop start device 10 ... Engine idle stop ECU
DESCRIPTION OF SYMBOLS 21 ... Crank angle sensor 22 ... Intake pipe pressure sensor 23 ... Vehicle speed sensor 24 ... Accelerator opening sensor 25 ... Brake stroke sensor 31 ... Starter 32 ... Igniter 33 ... Fuel injection valve

Claims (4)

When a predetermined stop condition is satisfied, the engine is automatically stopped after a predetermined waiting time elapses. After the engine is automatically stopped, when a predetermined start condition is satisfied, the starter is energized to An automatic engine stop / start device for automatically starting the engine
As a driving situation after the automatic start of the engine, a driving situation detection means for detecting an average vehicle speed and a stopping rate;
Based on the running status after the automatic start detected by the running status detecting means, the possibility that the vehicle will restart in a short time after the automatic stop is estimated. A waiting time setting means for setting a long waiting time until the automatic stop ,
An engine automatic stop and start device , wherein the engine is not automatically stopped when a time during which the predetermined stop condition is satisfied is less than a wait time set by the wait time setting means . The automatic stop / start device for an engine according to claim 1,
The automatic waiting / starting device for an engine, wherein the waiting time setting means estimates that the shorter the average vehicle speed as the traveling state and the lower the stopping rate, the higher the possibility of the short-time restart. The automatic stop / start device for an engine according to claim 1 or 2,
The waiting time setting means estimates the possibility of re-starting for a short time based on the average vehicle speed detected as the traveling condition within a predetermined period of time that is relatively short after the automatic start, and the predetermined time After the elapse of time, the engine automatic stop / start device is characterized in that the possibility of the short-time re-start is estimated based on the average vehicle speed and the stopping rate detected as the traveling state. In the engine automatic stop start device according to any one of claims 1 to 3,
Correspondence relationship storage means for storing a correspondence relationship between the travel state and the waiting time set in advance,
The engine automatic stop and start device characterized in that the waiting time setting means changes and sets the waiting time obtained based on the correspondence stored in the correspondence storage means.

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